Adjustable restraint assemblies

ABSTRACT

Systems and methods are disclosed herein for guide assemblies. A guide assembly may comprise a sliding rail comprising a first channel and a second channel, a first fitting comprising a first retaining rail, wherein the first retaining rail is configured to slide within the first channel, and a second fitting comprising a second retaining rail, wherein the second retaining rail is configured to slide within the second channel.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a divisional application of, and claims priority to,U.S. application Ser. No. 14/509,713, filed Oct. 8, 2014 and titled“ADJUSTABLE RESTRAINT ASSEMBLIES” which is hereby incorporated byreference in its entirety.

FIELD

The present disclosure relates generally to cargo management systems.More particularly, the present disclosure relates to cargo managementsystems that restrain cargo with respect to a vehicle, such as anaircraft.

BACKGROUND

Conventional aircraft cargo systems typically include various tracks androllers that span the length of an aircraft. Rollers are driven by powerdrive units (“PDUs”) that convey cargo forward and aft. Cargo istypically loaded from an aft position on an aircraft and conducted bythe cargo system to a forward position. Conventional systems aretypically designed to accommodate a particular pallet size.

SUMMARY

The foregoing features and elements may be combined in variouscombinations without exclusivity, unless expressly indicated otherwise.These features and elements as well as the operation thereof will becomemore apparent in light of the following description and the accompanyingdrawings. It should be understood, however, the following descriptionand drawings are intended to be exemplary in nature and non-limiting.

In various embodiments, a guide assembly is disclosed. A guide assemblymay comprise a sliding rail comprising a first channel and a secondchannel, a first fitting comprising a first retaining rail, wherein thefirst retaining rail is configured to slide within the first channel,and a second fitting comprising a second retaining rail, wherein thesecond retaining rail is configured to slide within the second channel.

In various embodiments, the first retaining rail and the secondretaining rail may comprise a T shape. The first channel may comprise afirst retaining tab and a second retaining tab. The first retaining taband the second retaining tab may be configured to mate with the firstretaining rail to restrain the sliding rail from moving away from thefirst fitting. The first retaining rail may comprise a depression,wherein a shear kit may be disposed in the sliding rail and configuredso that the depression receives the shear kit. The first retaining railmay have a first position with respect to the first fitting sized toaccommodate a first pallet. The first retaining rail may have a secondposition with respect to the first fitting sized to accommodate a secondpallet, the second pallet having a different width than the firstpallet.

BRIEF DESCRIPTION OF THE DRAWINGS

The subject matter of the present disclosure is particularly pointed outand distinctly claimed in the concluding portion of the specification. Amore complete understanding of the present disclosure, however, may bestbe obtained by referring to the detailed description and claims whenconsidered in connection with the drawing figures.

FIG. 1 illustrates two different sized pallets in an aircraft cargomanagement system, in accordance with various embodiments;

FIG. 2 illustrates a pallet in an aircraft cargo management system, inaccordance with various embodiments;

FIG. 3 illustrates an adjustable width aircraft cargo management systemin accordance with various embodiments;

FIGS. 4A, 4B and 4C illustrate a guide assembly, in accordance withvarious embodiments; and

FIGS. 5A and 5B illustrate a restraint assembly, in accordance withvarious embodiments.

DETAILED DESCRIPTION

The detailed description of various embodiments herein makes referenceto the accompanying drawings, which show various embodiments by way ofillustration. While these various embodiments are described insufficient detail to enable those skilled in the art to practice thedisclosure, it should be understood that other embodiments may berealized and that logical, chemical, and mechanical changes may be madewithout departing from the spirit and scope of the disclosure. Thus, thedetailed description herein is presented for purposes of illustrationonly and not of limitation. For example, the steps recited in any of themethod or process descriptions may be executed in any order and are notnecessarily limited to the order presented. Furthermore, any referenceto singular includes plural embodiments, and any reference to more thanone component or step may include a singular embodiment or step. Also,any reference to attached, fixed, connected, or the like may includepermanent, removable, temporary, partial, full, and/or any otherpossible attachment option. Additionally, any reference to withoutcontact (or similar phrases) may also include reduced contact or minimalcontact.

As used herein, “aft” refers to the direction associated with the tailof an aircraft, or generally, to the direction of exhaust of the gasturbine. As used herein, “forward” refers to the direction associatedwith the nose of an aircraft, or generally, to the direction of flightor motion.

An aircraft cargo management system may comprise various guideassemblies (also known as “lead-in-guide assemblies”) and restraintassemblies. Cargo may be loaded from a forward position on an aircraftand moved to an aft position. The guide assemblies facilitate a cargopallet to engage with restraint assemblies, for example, by facilitatinga change in the direction and/or orientation at locations where thecargo area is either reduced or increased. Cargo pallets may then besecured to, among other things, the restraint assemblies to restrain thepallet from motion relative to the restraint assemblies.

Depending upon customer requests, different sized pallets may be usedwith aircraft cargo management system. Conventionally, significantmodification of an aircraft cargo management system would be associatedwith changing from accommodating one pallet size to another, includingthe use of many alternate parts and the expenditure of a significantamount of labor.

However, as disclosed here, in various embodiments, aircraft cargomanagement systems are provided herein that may accommodate multiplepallet sizes. In that regard, guide assemblies and restraint assembliesare provided that may adjust to accommodate different pallet widths.

In various embodiments, guide assemblies and restraint assemblies areprovided that are configurable to take on one or more positions toaccommodate varying pallet sizes. In that regard, as provided herein,guide assemblies and restraint assemblies may have a portion that mountsto an aircraft (a “mounted portion”) and a portion that is configured tochange position with respect the mounted portion (a “slidable portion”).In various embodiments, a rail and channel structure is used to allowthe slidable portion to engage with and slide with respect to themounted portion. Also in various embodiments, a locking system such as atorque kit comprising a bolt or screw may be used to restrain theslidable portion from sliding with respect to the mounted portion. Inthat manner, the slidable portion may be positioned with respect to themounted portion such that a pallet of a first width may be accepted andthe slidable portion may be then secured with respect to the mountedportion via a locking system. As desired, the locking system may beunlocked and the slidable portion may be positioned again with respectto the mounted portion such that a pallet of a second width may beaccepted, wherein the first width and the second width are different.

Commonly used pallet widths are the W1 pallet that has a width of 108″and a W2 pallet that has a width of 125.″ With reference to FIG. 1, a W2pallet is labeled as pallet 2 and is shown overlayed with W1 palletlabeled as pallet 1. As shown, guide assembly 202 in position 102 isshown in a configuration to accept pallet 2 and guide assembly 202 inposition 104 is shown in a configuration to accept pallet 1. Thedifference in width between the configuration for pallet 1 and pallet 2of guide assembly 202 is shown as distance 108. Restraint assemblies 204in position 118 are shown in a configuration to accept pallet 2 andrestraint assemblies 204 in position 116 are shown in a configuration toaccept pallet 1. The difference in width between the configuration forpallet 1 and pallet 2 of restraint assemblies 204 is shown as distance106. With reference to FIG. 2, pallet 206 is shown engaging with guideassembly 202. The incline of sliding rail of guide assembly 202interacts with pallet 206 to position the pallet with respect torestraint assemblies 204.

With reference to FIG. 3, an overhead view of an aircraft cargomanagement system is shown. Guide assembly 202 and restraint assemblies204 are shown fixed to an aircraft, for example, an aircraft floorand/or other attachment features that couple guide assembly 202 andrestraint assemblies 204 to the aircraft. Guide assembly 202 is shownforward of restraint assemblies 204. Guide assembly 202 comprisessliding rail 402, first fitting 304 and second fitting 306. Restraintassembly 204 comprises restraint fitting 308 and rail 310. First fitting304, second fitting 306 and restraint fitting 308 are mounted toaircraft floor 312. In that regard, first fitting 304, second fitting306 and restraint fitting 308 may be considered mounted portions.

To accommodate different pallets, and as described below, the slidingrail 402 of guide assembly 202 and rail 310 of restraint assemblies 204may be moved inward or outward while first fitting 304, second fitting306 and restraint fitting 308 remain fixed with respect to aircraftfloor 312. In that regard, the sliding rail 402 of guide assembly 202and rail 310 of restraint assemblies 204 may be considered slidableportions. In that regard, a first position 250 is shown along withsecond position 252. The difference between first position 250 and firstposition 250 is distance D. In various embodiments, distance D may bebetween 0.5 inches (˜1.27 cm) and 6 inches (˜15.24 cm), between 1 inch(˜2.54 cm) and 4 inches (˜10.16 cm), and about 2.5 inches (˜6.35 cm),where the term “about” in this context only means +/−0.2 inches (˜0.5cm).

With reference to FIGS. 4A-4C, guide assembly 202 is illustrated.Sliding rail 402 is shown engaged with first fitting 304 and secondfitting 306 in FIGS. 3, 4A and 4B and disengaged from first fitting 304and second fitting 306 in FIG. 4C.

Sliding rail 402 comprises channels 416 and 420. A channel in slidingrail 402 may be any aperture, cutout, or other opening in sliding rail402. The interior portion of channels 416 and 420 may comprise one ormore retaining features such as retaining tabs, notches, grooves,threads, or other suitable features. For example, channels 416 and 420each comprise an inverse T shape. In that regard, each of channels 416and 420 comprise two retaining tabs. Channel 416, for example, includestwo retaining tabs 480 and 482 that are configured to mate to a T shapedrail. The retaining tabs 480 and 482 are configured to mate to a Tshaped rail and restrain sliding rail 402 from separation from, forexample, first fitting 304. Channel 420, for example, includes tworetaining tabs 484 and 486 that are configured to mate to a T shapedrail. The retaining tabs 484 and 486 are configured to mate to a Tshaped rail and restrain sliding rail 402 from separation from, forexample, second fitting 306.

For example, the retaining tabs 484, 486 and 480, 482 are configured tomate to a T shaped rail and restrain sliding rail 402 in a z direction.

First fitting 304 comprises first retaining rail 418 and second fitting306 comprises second retaining rail 422. Both first retaining rail 418and second retaining rail 422 comprise a T shape. However, in variousembodiments, first retaining rail 418 and second retaining rail 422 maycomprise any suitable geometry that is configured to mate with channels416 and 420. First retaining rail 418 and second retaining rail 422 maycomprise a depression 430. Depression 430 may comprise an indentation orsimilar feature extending in the z direction. A bolt from a shear kit432 may be disposed in counterbore 412 of sliding rail 402. Counterbore412 may comprise an indentation in sliding rail 402 and an aperture thatproceeds through sliding rail 402. In that regard, a bolt from a shearkit 432 may be disposed in counterbore 412 and pass into depression 430.The shear kit 432 may be appropriately torqued to couple sliding rail402 to second retaining rail 422 of second fitting 306. Sliding rail 402may comprise angle 410. Angle 410 may assist in the positioning of cargowithin an aircraft. In various embodiments, angle 410 may be between 5degrees and 15 degrees.

In like manner, a bolt from a shear kit 450 may be disposed incounterbore 452 of sliding rail 402. Counterbore 452 may comprise anindentation in sliding rail 402 and an aperture that proceeds throughsliding rail 402. In that regard, a bolt from a shear kit 450 may bedisposed in counterbore 452 and pass into depression 456 on firstretaining rail 418 of first fitting 304. The shear kit 450 may beappropriately torqued to couple sliding rail 402 to first retaining rail418 of first fitting 304.

First fitting 304 may comprise shear kit 454 that may couple firstfitting 304 to an aircraft. Second fitting 306 may comprise shear kit424 that may couple second fitting 306 to an aircraft.

Guide assembly 202 is thus able to quickly and easily adapt to acceptdifferent sized pallets, for example, pallet 1 and pallet 2 shown inFIG. 1. In that regard, sliding rail 402 may engage with and slide withrespect to first retaining rail 418 of first fitting 304 and secondretaining rail 422 of second fitting 306. When the appropriatepositioning is obtained to accept a given pallet size, a bolt from ashear kit 450 may be disposed in counterbore 452 and pass intodepression 456 on first retaining rail 418 of first fitting 304. Thebolt may be torqued, thereby restraining sliding rail 402 from slidingwith respect to first fitting 304. In this manner, an aircraft cargomanagement system may adapt to accept different sized pallets moreeasily.

With reference to FIGS. 5A and 5B, restraint assembly 500 is shown in anassembled state (FIG. 5A) and an unassembled state (FIG. 5B). Restraintassembly 500 comprises restraint fitting 308 and rail 310, as also shownin FIG. 3.

Rail 310 comprises channel 512. Channel 512 in rail 310 may be anyaperture, cutout, or other opening in rail 310. The interior portion ofchannel 512 may comprise one or more retaining features such asretaining tabs, notches, grooves, threads, or other suitable features.For example, channel 512 comprises an inverse T shape. In that regard,channel 512 comprises two retaining tabs 550 and 552. Channel 512, forexample, includes two retaining tabs 550 and 552 that are configured tomate to a T shaped rail. The retaining tabs 550 and 552 are configuredto mate to a T shaped rail and restrain restraint assembly 500 fromseparation from, for example, restraint fitting 308. For example, theretaining tabs 550 and 552 are configured to mate to a T shaped rail andrestrain rail 310 in a z direction.

Restraint fitting 308 comprises first retaining rail 514. Firstretaining rail 514 comprises a T shape. However, in various embodiments,first retaining rail 514 may comprise any suitable geometry that isconfigured to mate with channel 512. First retaining rail 514 maycomprise a depression 510. Depression 510 may comprise an indentation orsimilar feature extending in the z direction. A bolt from a shear kit520 may be disposed in aperture 522 of rail 310. Aperture 522 mayproceed through rail 310. In that regard, a bolt from a shear kit 520may be disposed in aperture 522 and may pass into depression 510. Theshear kit 520 may be appropriately torqued to couple rail 310 torestraint fitting 308. Shear kit 516 may secure restraint fitting 308 toan aircraft.

Rail 310 may comprise lip 518. Lip 518 may be configured to seat over apallet of cargo. In that regard, lip 518 may restrain the movement ofcargo in a Z direction in that a force in the Z direction on the cargowould be carried by the lip 518 through rail 310 and to the restraintfitting 308. Restraint fitting 308 may also comprise roller 506 toassist in moving cargo.

Restraint assembly 500 is thus able to quickly and easily adapt toaccept different sized pallets, for example, pallet 1 and pallet 2 shownin FIG. 1. In that regard, rail 310 may engage with and slide withrespect to retaining rail 514. When the appropriate positioning isobtained to accept a given pallet size, a bolt from shear kit 520 may beappropriately torqued to couple rail 310 to restraint fitting 308,thereby restraining rail 310 from sliding with respect to restraintfitting 308. In this manner, an aircraft cargo management system mayadapt to accept different sized pallets more easily.

Benefits, other advantages, and solutions to problems have beendescribed herein with regard to specific embodiments. Furthermore, theconnecting lines shown in the various figures contained herein areintended to represent exemplary functional relationships and/or physicalcouplings between the various elements. It should be noted that manyalternative or additional functional relationships or physicalconnections may be present in a practical system. However, the benefits,advantages, solutions to problems, and any elements that may cause anybenefit, advantage, or solution to occur or become more pronounced arenot to be construed as critical, required, or essential features orelements of the disclosure. The scope of the disclosure is accordinglyto be limited by nothing other than the appended claims, in whichreference to an element in the singular is not intended to mean “one andonly one” unless explicitly so stated, but rather “one or more.”Moreover, where a phrase similar to “at least one of A, B, or C” is usedin the claims, it is intended that the phrase be interpreted to meanthat A alone may be present in an embodiment, B alone may be present inan embodiment, C alone may be present in an embodiment, or that anycombination of the elements A, B and C may be present in a singleembodiment; for example, A and B, A and C, B and C, or A and B and C.Different cross-hatching is used throughout the figures to denotedifferent parts but not necessarily to denote the same or differentmaterials.

Systems, methods and apparatus are provided herein. In the detaileddescription herein, references to “one embodiment”, “an embodiment”,“various embodiments”, etc., indicate that the embodiment described mayinclude a particular feature, structure, or characteristic, but everyembodiment may not necessarily include the particular feature,structure, or characteristic. Moreover, such phrases are not necessarilyreferring to the same embodiment. Further, when a particular feature,structure, or characteristic is described in connection with anembodiment, it is submitted that it is within the knowledge of oneskilled in the art to affect such feature, structure, or characteristicin connection with other embodiments whether or not explicitlydescribed. After reading the description, it will be apparent to oneskilled in the relevant art(s) how to implement the disclosure inalternative embodiments.

Furthermore, no element, component, or method step in the presentdisclosure is intended to be dedicated to the public regardless ofwhether the element, component, or method step is explicitly recited inthe claims. No claim element herein is to be construed under theprovisions of 35 U.S.C. 112(f) unless the element is expressly recitedusing the phrase “means for.” As used herein, the terms “comprises”,“comprising”, or any other variation thereof, are intended to cover anon-exclusive inclusion, such that a process, method, article, orapparatus that comprises a list of elements does not include only thoseelements but may include other elements not expressly listed or inherentto such process, method, article, or apparatus.

1. A guide assembly comprising: a sliding rail comprising a firstchannel and a second channel; a first fitting comprising a firstretaining rail, wherein the first retaining rail is configured to slidewithin the first channel; a second fitting comprising a second retainingrail, wherein the second retaining rail is configured to slide withinthe second channel.
 2. The guide assembly of claim 1, wherein the firstretaining rail and the second retaining rail comprise a T shape.
 3. Theguide assembly of claim 2, wherein the first channel comprises a firstretaining tab and a second retaining tab.
 4. The guide assembly of claim3, wherein the first retaining tab and the second retaining tab areconfigured to mate with the first retaining rail to restrain the slidingrail from moving away from the first fitting.
 5. The guide assembly ofclaim 1, wherein the first retaining rail comprises a depression andwherein a shear kit is disposed in the sliding rail and configured sothat the depression receives the shear kit.
 6. The guide assembly ofclaim 1, wherein the first retaining rail has a first position withrespect to the first fitting sized to accommodate a first pallet.
 7. Theguide assembly of claim 6, wherein the first retaining rail has a secondposition with respect to the first fitting sized to accommodate a secondpallet, the second pallet having a different width than the firstpallet.